Method of carbureting mixtures.



H. M. REICHENB'ACH.

METHOD FOR CARBURETING MIXTURES.

APPLICATION FILED MAR- H. I913.

Patented Jan. 21, 1919.

6 SHEETS-SHEET I.

H. M. REICHENBACH. METHOD FOR CARBURETING MIXTURES. 'Az PucATlou fILEDMAR. II, 1913.

witnesses H. M. REICHENBACH.

METHOD FOR GARBURETING MIXTURES.

APPLICATION FILED MAR.- ll. I9I3.

Patented 'Jali. 21, 1919.

6 SHEETSSHEET 3.

, witnesses El g a/iz Myww M I I I I flflomau n.

H. M. REICHIZNBACH.v

METHOD FOR CARBURETING MIXTURES. APPLICATION HL ED MAR- ll. i913.

11,292,053. I Patented Jan. 21, 1919.

6 SHEETS-SHEET 4.

gwuemtbi q/vdmeooeo HLM. REICHENBACH. METHOD FOR CARBURETING MIXTURES.

APPLICATION FILED MAR. Ll. I9I3.

1 ,292,053 Patented Jan. 21, 1919.

6 SHEETS-SHEET 5- IIIIIII IIIIIIIIIIIIIIIIIII::m::I:

I I [III ELI-Egan '7 ImnmI Q/Vitweooeo I in:

H. M. REICHENBACH. METHOD FOR CARBURETING MIXTURES. APPLICATION men MAR.n. ma.

Patented Jan. 21, l9l9.-

6 SHEETSSHEET 6.

wi/bmeooeo a ED s'raras raras'r FFTQ.

HENRY M. REICHENTBACH, OF ROCHESTER, NEW YORK M ETHOD FOR CARIBURETINGMIXTURES.

To all whom it may concern:

Be it known that I, HENRY M. REICHEN- BACH, a citizen of'the UnitedStates, residing at Rochester, in the county of Monroe and State of New:York, have mvented certain new and useful Improvements in Methods forCarbureting Mixtures; and I do hereby declare the following to be afull, clear, and exact description of the invention, such as will enableothers skilled in the art to which it appertains to make and use thesame.

My invention is an atomizing carbureting system and relates toimprovements in methods and apparatus for carbureting or mixing a fuelin a gaseous medium, such as air, for the purpose of producing acombustible mixture for use in internal combustion motors.

Lighting and heating systems may also be operated in conjunctiontherewith, especially such as require gas under pressure for theiroperation.

It is often desirable and necessary to have a supply of compressed airor gas for the operation'of variousdevices in conjunction with internalcombustion motors. Heretofore an auxiliary air pump has been installedto produce the compressed gas. My device makes the auxiliary air pumpunnecessary, as the gas or gases under pressure are educted from thecombustion chamber of the motor either during compression, or during orafter explosion, or both. It is possible therefore to control to anicety the character of the compressed gases. In the first instance,duringcompression the mixaure is explosive and consists of oxygen,nitrogen and fuel; in the second case the products of combustion ofthese and therefore a non-combustible residuum; Or in the .ast instance,a mixture of both is obtained.

Of the carbureting systems in use-jet :arbureters discharging a jet of.fuel into ;he intake of the motor, do not provide neans for the minutesubdivision of the fuel required for theintimate and uniform nixturenecessary in obtaining the highest hermal efiiciency of the fuelused.

Specification of Letters Patent.

Surface carbureters, delivering the fuel it a gaseous state, (themostminute subdi- VlSlOIl) show the highest thermal efliciency of the fuel.

Patented Jan. 21, 1Q19, Application filed March 11, 1918. Serial No.753,601.

By means of my devices the fuel is supplied in very minute state fordivision means of the compressed gases, that Is atomized.

Combustible matter of many kinds in a sufficiently fine state ofdivision and yet not 1n the gaseous state will explode when suspended inthe atmosphere in proper proportion, Flour mill and some coal mineexplOSlOIlS are due to this fact.

The jet and surface carbureters are adaptable only where the fuel usedis of low boiling point and readily volatile, such as gasolene, ether,etc.

My system makes easily possible the use of fuels of higher boilingpoint, such as kerosene, alcohol, etc., as Well as those of greatervolatility, on account of the minute subdivision of the fuel and theintimate admixture therewith of air, whether the fuel 1s in a.completely gasified condition or not.

In my system, the fuel is minutely subdiv1ded by means of the gasesunder pressure obtained from the cylinder or cylinders supplied with thefuel; or the liquid fuel is supplied to the motor minutely subdivided bymeans of the gas pressure developed in the cylinder or a contiguouscylinder and in this state injected into the engine intake.

The compressed gases may be further carbureted by means of the deviceshown and then used for lighting as is shown. They would also, beavailable for heating, with suitable burner, such as a Bunsen burner.

My invention relates to devices for and methods of proportioning chargesfor explosion motors. Theproportioning relates not only to theproportioning of the fuel to the oxygen or the supply of air but also tothe proportioning ofthe easily volatile constituent 0f the fuel to thatof theless volatile constituents, and relates also to the evenness ofdistribution of these so proportioned fuels throughout the air currentor blast.

The supply of easily volatile hydrocarbons ing, hydrocarbons,

' stricted. The demand becoming more reis, in fact, much greater thanthe supply, and the producers of petroleum distillates have been tryingfor years, in many ways, to meet this demand. Many attempts have beenmade to reduce by the operation known as crackthat is, paraflins, ofmore complex type and consequently of comparatively high boiling point,to those of low boiling point. These attempts have not always beensuccessful. As the supply of the lighter hydrocarbons grows less, thestandard or gage of such materials supplied to the market has changed.Any given product does not consist of a single hydrocarbon but ingeneral of several hydrocarbons of the paraffin series, of which, ofcourse, some are more volatile than others. The tendency has been inrecent years to cut down the proportion of easily boiling constituents.This has an effect upon the ready ignition and explodability of theothers. I have found by repeated experiment that the even distributionof any burning fluid in the air is a matter of the utmost importance.

My present invention relates to means for for power purposes is and amethod of effecting such distribution,

and also of proportioning the quantity of fluid so distributed correctlyto the quantity of air supplied, and also in direct proportion to thesuction power of the engine, and

plied in the "hydrocarbon and.

a very efficient way of effectinghence to the powerneed oi the machine.

find that using a part of the gases in the cylinder of the engine whenthey are under cylinder pressure, both to distribute the also to carryit into the ngine, is pro-per distribution. Of course these gases areused up and the oxygen must be supusual way from the outside air.

The operation of my apparatus and the eifectual carrying out of myprocess are disclosed in the accompanying description and drawing.

With the object stated above in view, my invention consists in theconstruction and combinations of parts as hereinafternde scribed andclaimed.

In the accompanying drawing- Figure 1 is a side view, partly in section,showing my invention;

Fig. 2- is a longit dinal section of the same;

Fig. 3 is an end elevation of the same, the fuel tank being omitted;

Fig. 4 is a cross section through the eductor piston and connectedparts;

Fig. 5 is a vertical section through the air supply cylinder and valve,on the line 5 of Fig. 2;

Fig. 6 is a horizontal section of one form check valve naeaosa of theeductor piston, showing the guide pins;

Fig. 7 is a side view of the same piston;

Fig. 8 is a, vertical. section on. the lme 8-8 of Fig. 9 r

Fig. 9 is a vertical section through a modified form of air inlet valve;

v Fig. 10 is a side view of one of the fuel inlet pistons shown in Fig.8;

Fig. 11 represents a top plan view of my system, the cylinder vice;

Figs. 14, 15, 16 and 17 show modified forms of the eductor piston; and

Fig. 18 is a cross sectional view, on a larger scale,

valve shown view of an equalizing deby the eductor piston may be used asan air. compressor.

1 represents apart of the power cylinder of an internal combustionmotor, it being understod that according to my system a number of suchcylinders are preferably employed. 2 indicates an intake pipe for saidcylinder, and 3 the valve of said intake, mounted on the valve stem 4,which perferably has a coil spring (not shown) to hold it normally inposition.

The valve stem passes through a bearing 5 formed as a part of the intake2. In the form shown, the ordinary cylinder cock is removed from thevalve cap 6 and a tube 7 provided with a cock 8 is substituted therefor.The bore of the tube 7 communicates with the bore of a pipe 9, whichdelivers into the bottom of a cylinder 10. Within this cylinder islocated a freely piston 11, having its lower end open and its upper endclosed, and rovided with a discharge opening 12 and with guide slots 13in which pins 14 engage, said pins being carried on the inner face ofthe cylinder 10. The slots 13 being diamond-shaped, thepisten 11 ispartially rotated as it rises and falls. -45 represents an extensionleading from the side of the'cylinder 10,, provided with a centralperforation 17 is adapted to engage. A spring 18 normally holds thisvalve closed. The check valve is inclosed in a casing 19 communicatingwith a branched pipe 20, which leads to another cylinder; it beingunderstood that in this system all the power cylinders of an engine areconnected up in series. The pipe 20 delivers into a receiver 21. Withinthis receiver is located a casing 22, open at both ends, as shown at 23and 2 1, and the pipe 20 registers directly with movable, hollow" 16,with which 'a coned showing a construction wherethe opening 24.Surrounding the opening 23 are a pair of concentric cones, the inner oneof which, 25, is made of perforated metal, the size of the perforationsnot exceeding three-sixty-fourths of an inch, and

the outer cone 26 is made of brass or cop according to one phase of myinvention pass directly from the engine cylinderinto the receiver 21 Apipe 27 leads from the receiver 21 to a union joint 28 connected tothree other pipes 29, 30 and 31; the pipe 29 leading to the atomizer,the pipe 30 leading to the fuel tank. and the pipe 31 being providedwith a valve 32 and leading to a carbureter.

33 represents a carbureter casing having therein a number of absorbentpads 34, each of them perforated as shown at 35, the perforationsregistering with each other and affordin passages theretrhrough. Thepipe 31 is bent and passes, as shown at 36, downwardly through thecasing 33 nearly to the bottom thereof. 37 represents a movable capwhich may be taken off for the purpose of pouring a carbureting fluidinto the casing 33, and 38 represents a discharge cock at the bottom ofthe casing 33, through which the excess of carbureting fluidmay beallowed to flow out when it is desired to remove it from the porous pads34. Connected to the top of the carbureter casing is a pipe 39, whichconducts the carbureted gas oil, and said gas may be used either forheating or lighting purposes.

The pipe 30 delivers into the top of a. fuel tank 40, having a removableplug 41, through which the fuel, preferably liquid, is introduced intosaid'tank. To the lower end of the tank 40 is connected a pipe41, whichis bent as shown at 42 and connected to the atomizer. Just below thelower end of the bent portion, the pipe 41 is provided with a valvecasing, such as 43, in which is located a valve having an openingtherein, the size of which opening can be regulated by the screw 44,having a milled head, thus varying the amount of fuel delivered throughthe pipe 41 into the atomizer.

Similarly the pipe 29 is provided with a bent portion, as shown at 45,which delivers to the rearpart 0f the atomizer and this pipe, just belowthe bent portion, is provided with an adjustable valve 45*, similar tothat described in connection with the fuel pipe 41.

it consists of an outer tube 46, having a coned inner end perforated atthe apex,

which tube is screwed into an extension of i the intake pipe 2. Into theouter end of the tube 46 is screwed another tube 47, also having a conedinner end provided with a per foration near its apex. The'inner part ofthis tube is reduced so as to provide an anfrom the pipe 41. Into theouter end of the tube 47 is screwed another tube 48, the inner partthereof reduced, as shown at 49, to provide a space, within the tube 47,through which gases may be delivered to the front end of the atomizer.The tube 47 is provided with a series of elongated slots 50 and must beadjusted so that one of the'said slidably mounted a rod 51, providedwith a handle 52, and adapted to be shifted for the purpose of cleaningout the atomizer nozzles and regulating the amount of gas forcedtherethrough. The tubes 46, 47 and Bare also adjustable for the samepurpose. 53 represents a stufiingbox attached to the tube 48 andsurrounding the rod 51, and 54 represents a double stufiing boxsurrounding the tube 47.

From the construction described, it is evident that both gas and fuelwill be forced under substantially the same pressure through. theatomizer nozzle, thus thoroughly and efliciently atomizing the fuel.

Just below the delivery end of the atomizer is located means foradmitting air into ,the intake pipe 2 and for automatlcally varying theamount of air so admitted, that at the same time governs the quantity ofcompressed gas and fuel under pressure delivered through the atomizer.To the lower part of the intake tube 2, and passing around an openingtherein, 'isa cylinder 55, open at the upper end and closed at the lowerend either by a plate 56, or a spider may be used instead, if desired.The opening between the top of the cylinder and the intake tube 2 isgoverned by a butterfly valve 57, mounted on pins 58, which are adaptedto turn in bearings 59 supported on the intake tube 2. 60 is a lever foroperating the butterfly valve. Rigidly connected to each pin 58 is acrank arm 61, on the end of which is pivotally mounted a lever 62,having a long slot .63 near its lower end.

In passing it may be said that the construction of levers, intakevalves, etc., is precisely thesame on both sides of the projecting endof the intake pipe, and that therefore only one side will be described.

Within the cylinder 55 is slidably 1110mm ed a cylindrical piston'orvalve 64, the upper end of which is open and the lower end nular passage48 for the fuel delivered its stroke.

provided with air The slot 63 of each lever 62 engages a pin 68,projecting outwardly fromthe valve 64,

said pin being adapted to reciprocate in a i or lever 70, one end ofcarried on the c slot 69 in the casing 55. Obviously, a downwardmovement of the lever 62 will push downthe valve 64, cutting off the airsupply from the intake 2.

On each pin 68 is pivoted a vibrating arm which is pivotally attached at71 to a link 7 2,'the upper end of which is pivotally attached to abracket 73,

linder casing 55. This is for the purpose of allowing the pin 68 totravel in a straight line and the lever 70 to travel therewith withoutinterfering with the reciprocation ofthe pin 68.

"To the other end of each lever 70 is pivotally attached a link 74, andthe upper end of this link is pivotally attached to a lever 75, whichlever is adjustably connected by means of a nut 7 6 to the head of thevalve in the casing 43. By adjusting the lever 7 5, the throw of thevalve in the fuel and compressed gas pipe can be regulated, andfurthermore the closing of the butterfly valve 57, which takes placewhen the valve 64 falls, also insures the closure ofthe'fuel and Icompressed gas valves.

As shown in Fig; 11, the pipeico nmunieating-with the casing of thecheck valve17 is branched, one part leading to the receiver 21, and theother part communicating with another cylinder, not shown, to regulatethe supply of fuel to a multiple cylinder en-- When the eductor piston11 is of the form shown in Fig. 7 and in the position shown in Fig. 2,nothing can enter the pipe 20 except a part of the compressed charge, asthe opening 12 does not register with the passage 16 as the pistondescends.

Figs. 14 and 15 illustrate a modification, in which a hollow piston 11is provided with an annular passage ll and an outlet 11. Figs. 16 and 17illustrate a further modification, in which a hollow piston 11 isprovided with a central cut-away portion and orifices communicating withthe hollow interior and also provided with pacln'ng rings 11. In casethe pistons shown in Figs. 14 to 17 are used, the gases fromthe enginecylinderwill pass through the piston as follows 1 On the compressionstroke of the engine, a portion of the compressed ward by municating at149 with said screw cap 82 andopen at the bottom.

and unburned Y 1 naeaees gases will pass therethrough. During theexplosion or power stroke of the engine, the loose piston will be at thetop of its cylinder, and therefore the opening leading out .of saidcylinder Would'be closed.

The eductor piston which is forced upthe pressure in the engine cylinderduring the power stroke is returned to its normal position by thefollowing means:

The top of the7piSton has resting upon its center a rod which passesthrough an opening in thetop of upwar y the head of the cylinder 10 andis pivotally secured I, both ends of said arm being attached to springs7 9, which are connected to bolts 80, passing through projections onthebottom of the cylinder 10. By adjusting the bolts 80, the tension of thespring 7 9 can, of course, be regulated, thus regulating the amount ofthe charge passing through the eductor piston.

In Fig. i and regulating device, which can be used in any line of thesystem to control pressures. This constitutes a well known typeofreducing and equalizing valve, in which the admission of gas under.pressure at the nip ple 143 to the pipe 144 iscontrolled by a valve145. The spindle 146 of said valve carries a piston 147 in a cylinder148 comto an arm 78;

spring 150 engaging said piston for shifting the valve to openPOSltlOlL' In this construction, the valve 145 will be maintained open13 is shown a pressure equalizing pipe 144; a

by the spring 150 for permitting flow of the v gas through the pipe 144until the gaseous pressure within said pipe is suficient to shift thepiston 147 against the tension of said spring 150 and close the valve.

2, the bottom.

Referring especially to Fig. 65 of the piston 64, is provided with anupwardly extending tube 81, 'ClOSBClVgY a 1thin this tube telescopesanother tube 83, centrally mounted on the part 56, the tube 83 beingclosed by a plug 84having an opening therethrough, this opening beingregulated by the set screw 85, the whole arrangement constituting adash-pot to prevent the fluttering of the piston 64.

Figs. 8, 9 and 10' for admitting air and gases to the intake pipe; saidfigures being on a larger scale thanvFigs. 1 and 2. 86 represents acylindrical casing communicating with the lower part of the intake pipe2.

The lower part of the casing 86 is err.

secured a cylinder 91, having slots. in the show a modified means upperpart of its sides and provided on its lower end with a seat for thevalve 89; said valve being provided with a cylindrical extension havinslots 90. To the lower end of the part 8 is secured another cylinder 91,slotted as shown at 91. The cylinders 91 and 91 may be made in onepiece, if desired.

' Within the slots 91 play arms 116 which are connected to a yoke 115. Atube 95 is connected to the valve 89 and to the yoke 115 and this tube95 telescopes over a tube 94, which is mounted on a centrally perforatedspider 93, the whole constituting a dash-pot. The spider 93 is providedwith spider arms 92 carried by the lower open end of the cylinder 91*,but, if desired, the lower end of the cylinder 91 might be closed.

In operation, as the valve 89 rises, air is drawn in through the slots91 and the bot tom of the cylinder 91 and passes through the slots inthe cylinder 91 into the expanded portion 100, from whence it passesinto the upper part of the casing 86 and thence into the cylinder intake2.

96 represents a butterfly valve mounted on the top of the casing 86 by aspindle 97, which is provided with an operating lever 98, having ahandle 99.

On each side of the casing 87 is bolted a cylinder such as 101, whichgoverns the supply of fuel in the following manner: Each cylinder isprovided with a perforated extension 101, into which fuel may enter, andwith a similar perforated extension 102, leading to the atomizer; andwithin the cylinder 101 is located the valve governing the passages offuel therethrough. The cylinder 101 is provided with an inwardlyextending annular portion 103, coned, as shown in Fig. 8, to provide aseat for the valve- This valve is shown detached in Fig. 10, andit'consists of an upper cylindrical portion 104, provided with grooves,such as 105, into which guide pins 106, threaded through the cylinder101, enter. The lower part of the valve includes the part 107, which iscylindrical in its main outline, and which is smaller than the part 104,the connecting portion 108 being coned to fit against the portion 103 ofthe cylinder 101. The part 107 has a lower open end and is hollow andprovided with a slot. 109. Pivoted to the part 107, near the upper partof the opening 109, is a blade-110, adapted to be forced outwardly intosaid opening 109 so as to fill a greater or less portion of the latter,forming a wedge shape passage, a spring 111- normally tending to forcethe blade 110 away from the opening 109. The blade 110 is adjusted inthe following manner: The upper part of the cylinder 104 is open, as

shown in Fig. 8, and the lower part thereof is closed at 112 and rovidedwith a central opening, through w ich a rod 113 is adjustably fixed ayoke 115, having two arms 116, and to the outer end of each of thesearms is fastened a fiat bar 117, the upper part of which is curvedoutwardly and terminates in a yoke 118 having a rectangular opening, asis shown in Fig. 12, for receiving a nut 119. The rod 113 has a milledhead 120 and a screw-threaded portion, which enters the nut 119. Bymeans of the nut 119 and the screw-threaded connection between the rod113 and the piston, the rod 113 may obviously be adjusted up and down toad just 'the blade 110 without disturbing the relation of the yoke 118and the valve shown in Fig. 10; the screw threads in said yoke and valvebeing of equal pitch.

The yoke 118 has an extension 122, provided with a perforated bracket123. Through this bracket 123 passes a shouldered rod 124, the upper endof which is pivotally attached, as at 125, to a crank arm 126, rigidlysecured on the spindle 97. In the position-shown in Fig. 8, the valve 89is prevented from rising because the bracket 123 strikes against theshoulder on the rod 124, the opening in the bracket being of such a sizeas to freely permit the passage thirethrough of the lower part of therod 12 When the butterfly valve 96 is opened, the rod 124 is raised,permitting the upward movement of the bracket123.

The rod 113 passes through a stufling box 127, on the top of thecylinder 101, in order to make a tight joint, the heads of cylinderbeing screwed thereon, as shown in Fig. 8.

By means of this arrangement and also that shown in Fig. 2, thefuel issupplied to the intake of the engine in direct proportion to the amountof air drawn. into the intake. When the parts are properly adjusted,they are as shown in Figs. 8 and 9,

a cock to prevent the action of the eductor piston. 130is a cylinder inwhich the piston 131 works. This piston is in the form of a hollowcylinder having an open bottom and a discharge opening 133, and providedwith mitted to the piston or valve 64 (see Fig. 2

packing rings 132. The construction is substantially similar to thatalready described, except that on the top of the eductor cylinder an aircompression apparatus is used.

-The top 134 of the cylinder 132 has a central opening 135, throughwhich a rod 136 plays freely, this being used to return, by springaction, the eductor piston to its original position. Connected centrallyto the head 134 is a cylindrical extension 137,

, provided with a stufiing box, through which,

the rod 136 works.

This extension is hollowed out just below the stuffing box, forming asmall chamber with whlch an inlet pipe-138, provided with a springoperated check valve 139, is .connected. To. this chamber is alsoconnected an outlet pipe 140, provided with a springactuated check valve141, and an extension 142 of the pipe 140' conducts the compressed airto a suitable receiver. As the piston 131 falls it draws in air throughthe pipe 138, and as it rises it expels air through the ipe 142.

There is a greater egree of motion per than is required to open or closethe an inlet opening 66. Th1s is for the purpose of completely closingthe cooks in the valvg casings 43 and for the purpose of giving theproper range of adjustments. Any number of cylinders may be connectedwith my system, each cylinder being provided with educting mechanism.

Instead of using the ed-uctor piston as a valve, I may remove thispiston and use a simple check valve without departing from the spirit ofmy invention.

It should be noted that-the higher the valve 64 is raised, the more, airenters the usually retains some gases under pressure in the receiver 21,but if not, the cranking of the-motor will necessarily be continued Iuntil. sufiicient pressure is developed. After the engine has oncestarted, the operation is automatic.

On closing the throttle valve 57, the rod 62 will force down the valve64, closing the air inlets 66, and also closing the valves in theoasinglsl 43, which valves govern the flow of the 'el and gases suppliedto the atomizer.

i The proportions of the mixture are adjusted by adjusting the variousparts of the atomizer and also by the'adjustable levers 7 5.

Fluttering of the valve 64 is prevented by' the dash-pot below saidvalve, already described.

The operation of the valves shown in Figs. 8 to.10 is in the mainsimilar. to that of the valve 64, and it is thought that a detaileddescription of the operation thereof is unnecessary.

The main features ofmyinvention are the selective and controllingmechanisms, but it also involves other points which,

though of less importance, still are of con-w siderable value.

Thus the protective shown in Fig. 2 prevents flame propagation underpressure, as I have proved by-a long and exhaustive course ofexperiments. The use of an adjustable valve, such as shown in the casing43, cheapens the construction j cone construction essentially, as itdispenses with the use of the v expensive and easily clogged needlevalves.

Still furthed advantages are the opera- 7 tion of a carbureting deviceby means of gases under pressure, educted from the cylinder or cylindersof a motor during the compression or power'stroke, or. both. A stillfurther advantage is the production of a device in which the suction. ofthe motor mechanically and automatically controls the supply of fuel andregulates the supply of.

fuel and air proportionately and accurately. A still further advantageof my invention is the production of a supply of compressed air, bymeans of the device shown in Fig: 1 8, which may be used to pump u thetires, 1

apply brakes, etc. By my device, the supply of fuel is directlyproportioned to the air drawn into the apparatus, and this is elfectedby automatic means. The various adjustments provided render any feedpossible. r

I claim 1. In a carbureter for internal combustion engines, thecombination of a casing providing a motor intake, a throttle valvemounted in said casing at one end thereof, a fuel feeding device, a fuelfeeding valve provided with an opening means for manually adjusting thesize of said opening, a fuel passage from said valve to the interior ofthe casing between the motor intake and the throttle valve, and meanswithin said cas-' ing operated by the suction of the motor toautomatically control the fuel feeding valve.

2. In a device for controlling and distributing the feed of a liquidfuel" to an internal combustion engine, the combination of a cylinder,an explosion offtake therefrom, 'a device controlling by the pressure ofthe cylinder exit of gases from said explosion ofitake, a pipe leadingfrom said exbranch leadsto a fuel distributing carbureter valvecontrolled communications from the fuel tank to said carbureter, saidcar-- bureter being arranged to discharge into the intake of an engine,a throttle valve arranged in the rear of said carbureter, asuction-controlled valve in operative relation to said carbureter andcontrollin connections between said suction control ed valve and thefuel supply valves, whereby the suction of the engine may determine thefeed of the fuel to the carbureter.

3. In an explosion engine, the combination, with the engine intakeconduit, of a fuel supplying. device means for forcin fuel by means ofcylinder pressure, into an throu h said fuel supplying device, athrottle va ve behind the fuel supplying device, a suction moved feedcontrollm member behind the throttle valve, where ma control theposition of the eed contro ling member, and means whereby such membermay controlthe feed of fuel to a carbureter.

4. In an explosion engine, the combinasuction v tion with v a cylinder,an ofl'take for -said cylinder, a device connected with said. olftakeinto which device gaseous products of explosion may be forced, pressurecontrolled valves in said device for controlling the passage of suchgases, a strainer into which such gases may be passed, a pipe leadingfrom said strainer, branches leading from said pipe, one to acarbureter, one to a spraying device, and one to a fuel tank, saidspraying device or atomizer being arranged to discharge into the intakeof the engine in advance of a throttle valve, a suction-controlledpiston behind the throttle valve, a pipeleading from the fuel tank tothe atomizer or spraying device, a valve in said ipe, and linkconnections connectingsaid last named valve, the throttle valve,. andthe suction-controlled valve, whereby the position of the throttle valvemay control the position of the suction-operated valve' and also controlthe valve.

In testimony whereof, I afiix my signature, in presence of twowitnesses.

I HENRY M. REIOHENBACH. Witnesses:

Onlumns H. HAESELER, CHARLES S. Aoxnnv.

position of the fuel

